JPH1139592A - Vehicle traveling controller - Google Patents

Abstract

PROBLEM TO BE SOLVED: To provide a vehicle traveling controller with which a vehicle can arrive at the destination as scheduled and energy efficiency can be improved as well. SOLUTION: Destination and desired time of arrival are inputted from an information output terminal equipment 15 to a navigation ECU 3. The vehicle travels along with the course to the destination set by the navigation ECU 3. A schedule control part 5 discriminates the proceeding condition of a travel schedule. Based on a current position and present time, the estimated time of arrival is calculated, which is compared with the desired time of arrival. If the estimated time of arrival is earlier than the desired time of arrival, the vehicle is traveling two fast, so that a moving pace is regulated by suppressing the car speed. Thus, the vehicle arrives at the destination at the desired time and energy efficiency is improved as well. Oppositely, when proceeding is slow, the car speed is controlled a little higher and the moving pace is accelerated.

Description

DETAILED DESCRIPTION OF THE INVENTION

[0001]

BACKGROUND OF THE INVENTION 1. Field of the Invention The present invention relates to a vehicle travel control device for controlling vehicle travel means such as a prime mover (engine or motor) or a transmission, and more particularly to a vehicle travel control device having a navigation device function. INDUSTRIAL APPLICATION This invention is suitable for the vehicle drive control apparatus which controls a vehicle speed. However, in the present invention, the vehicle travel control device is not limited to a device that controls the vehicle speed, and can control the vehicle travel (travel, stop, travel speed, etc.) in any form, and can adjust the moving pace at which the vehicle approaches the destination. Should be fine.

[0002]

2. Description of the Related Art Conventionally, various types of vehicle travel control devices have been proposed, and with the development of computer technology, most current vehicles have an electronic travel control device. 2. Description of the Related Art A conventional general vehicle travel control device controls vehicle travel based on the outputs of various sensors provided in a vehicle. Therefore, the information that can be used by the control device is limited to information that can be detected by the sensor, that is, information indicating a situation facing the vehicle.
On the other hand, the navigation device has a current position detection function and a map database. The navigation device can provide the vehicle cruise control device with a new type of information that the control device has not been able to use before, for example, information on a location far from the vehicle. Therefore, various systems including a vehicle travel control device and a navigation device have been proposed, and the functions of the vehicle travel control device have been improved by controlling the vehicle travel using new information.

An example of this type of apparatus is disclosed in Japanese Patent Laid-Open No. 7-117.
No. 524. In the device of the publication, a road gradient is detected as a road shape ahead of the own vehicle by using a current position detection result and map data. The vehicle speed target value is determined according to the gradient of the road ahead, and the engine output is controlled according to the target value. As described above, the function of the vehicle travel control device is improved by using the navigation device.

[0004]

By the way, the driver
In many cases, you have a travel plan where and when you want to get there. However, the conventional travel control device does not perform control in consideration of the distance to the destination and the desired arrival time. As a result, the vehicle may arrive at the destination much earlier than the desired arrival time. In this case, it should have been possible to arrive at the destination at the desired time even if the fuel-saving traveling at a reduced traveling speed was performed. Therefore, the driver has consumed more fuel than necessary as a result of driving in vain and hastily. Conversely, the driver may not be able to reach the destination at the desired time because the driver has set the traveling speed lower. As described above, the conventional travel control device cannot effectively support the driver's achievement of the plan, and there is room for improvement in the merchantability.

As a reference technique, Japanese Patent Application Laid-Open No. 7-311738 is disclosed.
In the publication, a travel schedule is transferred from the electronic organizer to the navigation device. In the navigation device, an optimal route to the destination indicated in the schedule is searched and set. Further, the navigation device disclosed in Japanese Patent Application Laid-Open No. 2-107917 calculates the required time from the departure point to the destination based on map information and traffic congestion information. The speed limit of each road indicated in the map information is used to calculate the required time. The time at which the vehicle should depart is presented to the driver based on the calculated required time. Further, even after the departure of the vehicle, the required time from the current position to the destination is calculated and displayed. In these related arts, the navigation device performs a process related to a movement plan, but is not involved in controlling the traveling of the vehicle.

SUMMARY OF THE INVENTION The present invention has been made in view of the above problems, and has as its object to provide a vehicle cruise control device that allows a vehicle to reach a destination as planned, thereby improving energy efficiency. It is in.

[0007]

SUMMARY OF THE INVENTION A vehicle travel control device according to the present invention includes a destination for vehicle travel and a plan setting means for setting a travel plan to the destination; a current position detecting means; a current time detecting means; A progress determining means for determining the progress of the movement plan based on the current position and the current time, and controlling the vehicle traveling based on the determination result of the progress,
Travel control means for adjusting a movement pace at which the vehicle approaches the destination and achieving the movement plan.

[0008] Here, the "movement plan" has a time element and typically includes a desired arrival time at the destination, but may include a desired arrival time zone. The desired arrival time may be given as the time itself or as a time required for traveling. The travel plan may further include other elements. For example, a route point, a route time, and a road to be used are specified.

In the determination of the "progress status", it is required whether or not the vehicle is in a place where the movement plan can be smoothly achieved.
For example, the required time from the current position to the destination is calculated, and the estimated time of arrival at the destination is calculated. The progress is determined by comparing the expected arrival time with the desired arrival time. If the expected time is earlier than the desired time, it is known that the vehicle is approaching the destination too soon. In the calculation of the required time, preferably, an appropriate traveling route to the destination is set, and the required time (so-called travel time) when traveling along the set route is obtained. Without setting a route, refer to the current location and map data around it,
The above required time may be estimated. Preferably, traffic information is acquired from an information center or the like, and traffic congestion information or the like is reflected in the calculated value of the required time to more accurately estimate the estimated time of arrival.

According to the present invention, the progress of the movement plan is determined by the progress determining means. In the above example, the progress is determined by comparing the desired arrival time and the expected arrival time. Based on the determination result, the moving pace is adjusted so that the moving plan is achieved. The moving pace is the speed at which the vehicle approaches the destination. If the progress is too fast, the pace of movement is reduced. Conversely, when the progress is slow, the moving pace is increased. As a result,
The vehicle can arrive at the destination as planned.

Preferably, vehicle speed control is performed as vehicle running control, and adjustment of the moving pace is realized by controlling the vehicle speed. In one aspect of the present invention, the traveling control means determines a target vehicle speed based on a determination result of a progress situation,
The moving pace is adjusted by controlling at least the prime mover output according to the target vehicle speed. By controlling the vehicle speed, the moving pace can be adjusted directly and easily. In particular, when the progress determination unit determines that the progress is fast, the vehicle speed may be reduced. Therefore, the energy efficiency of the prime mover is emphasized, and the vehicle is driven at a vehicle speed with high energy efficiency. In the case of an engine vehicle, the target vehicle speed is set to a so-called fuel-efficient vehicle speed. For example, even on a road with a speed limit of 100 km / h, the target vehicle speed is set to 70 km / h. Also, for the driver,
If a display or voice output function capable of outputting various warning messages is provided, it is possible to notify how to set the target vehicle speed. in this way,
ADVANTAGE OF THE INVENTION According to this invention, while a vehicle can arrive at a destination substantially as planned, energy efficiency can also be improved.

In the present invention, it is also preferable that the travel control device has a communication circuit for receiving data transmitted from a computer terminal, and obtains the destination and the travel plan from the computer terminal. is there. Thereby, the user can easily input the destination and the travel plan to the vehicle travel control device.

Further, the vehicle traveling control device according to one aspect of the present invention includes a plan setting means for setting a destination of the vehicle traveling and a desired arrival time at the destination, a current position detecting means, a current time detecting means, And determining a control parameter related to a moving pace at which the vehicle approaches the destination based on the destination, the desired arrival time, the current position, and the current time so that the vehicle arrives at the destination at the desired arrival time. The vehicle is controlled according to the determined control parameters.

The "control parameters" here relate to the moving pace of the vehicle, and include, for example, the output value of the engine, the throttle opening for output control, the speed of the transmission, and the torque of the electric vehicle. Command values. Of course, a plurality of types of control parameters may be processed. When the present invention is applied to a hybrid vehicle,
The control parameter may be a parameter that determines which of the engine and the motor is operated.

If the destination, the current position, and the current time are known, an estimated time of arrival at the destination can be estimated. By comparing the expected arrival time with the expected time, it is possible to determine whether the moving pace should be increased or decreased in order to arrive at the destination at the desired time, and the control parameters can be determined appropriately. As described above, when the moving pace is slowed down, the control parameters may be determined so that the energy efficiency can be increased. As described above, also in this embodiment, the vehicle can reach the destination substantially as planned based on the progress of the movement plan, and the energy efficiency can be improved.

[0016]

DETAILED DESCRIPTION OF THE PREFERRED EMBODIMENTS Preferred embodiments of the present invention (hereinafter, referred to as embodiments) will be described below with reference to the drawings. FIG. 1 is a block diagram showing the overall configuration of the vehicle travel control device. In the present embodiment, the navigation device 1
The drive control unit 30 and the drive control unit 30 together constitute a vehicle travel control device.

In the navigation device 1, the navigation ECU 3 controls the entire device. The navigation ECU 3 searches for and sets an optimal route to the destination of the vehicle travel. Further, the navigation ECU 3 performs route guidance for guiding the vehicle along the set route. As shown, the navigation ECU 3 is provided with a schedule control unit 5. The traveling control characteristic of the present invention is mainly performed by the schedule control unit 5 on the navigation device side. The schedule control unit 5 functions as a progress determination unit of the present invention. The schedule control unit 5 and the drive control unit 30 constitute a traveling control unit of the present invention.

The navigation ECU 3 has a GPS device 7
Is connected. The GPS (global positioning system) device 7 detects a current position using radio waves transmitted from an artificial satellite, and transmits the current position to the navigation ECU 3. In the present embodiment, a current position detecting device other than the GPS device may be used. Various current position detection devices used for satellite navigation, autonomous navigation, and radio navigation can be used.

A map data storage unit 9 is connected to the navigation ECU 3. Map data storage 9
Stores map data including road information for the whole country,
It preferably has a storage medium such as a CD-ROM. The map data includes display data used when displaying a map on a display. Also, in the map data,
Route search data for searching and setting an optimum route between the starting point and the destination is included. Further, the map data includes data (travel time calculation data) necessary for estimating the time (travel time) required to travel between two points on the map. These data are all well-known. The route search data and the travel time calculation data may be integrated. The map data is read and used by the navigation ECU 3.

A receiver 11 is connected to the navigation ECU 3. The navigation ECU 3 receives traffic information using the receiver 11. The receiver 11
For example, it is a device that receives FM multiplex broadcasting, and a device that receives, for example, a signal from a roadside beacon. The traffic information includes traffic congestion information, road construction information, traffic regulation information, and the like. The navigation ECU 3 refers to traffic information when performing a route search using map data.
The traffic information is also referred to when calculating the travel time using the map data.

A communication circuit 13 is connected to the navigation ECU 3. An information output terminal 15 can be connected to the communication circuit 13. Information output terminal 15
Is, for example, an electronic organizer or PHS (Personal Handy Phone System), which stores user schedule information. The schedule information indicates a travel plan, and includes (1) a departure point, (2) a departure time, (3) an arrival point, and (4) a desired arrival time of travel using a vehicle. Schedule information is input from the information output terminal 15 to the navigation ECU 3 via the communication circuit 13 according to a user's instruction. The navigation ECU 3 sets an arrival point in the schedule information as a route setting destination.

An input device 17, a display 19 and a speaker 21 are connected to the navigation ECU 3. Various instructions from the user to the navigation device are sent to the navigation ECU 3 via the input device 17.
Is input to The user can also input an instruction having the same contents as the schedule information from the communication circuit 13. The input device 17 includes a joystick, switches, and a voice recognition device. The display 19 is controlled by the navigation ECU 3 and displays a map for route guidance. A map including the current position and the destination is displayed, and a current position mark is displayed on the map in an overlapping manner. The route to the destination is displayed separately from other roads. The display 19 also displays various images (such as images for inputting a destination) for assisting the user's operation. The speaker 21 outputs route guidance and other guidance. The navigation ECU 3 includes a voice synthesizer,
An audio signal is generated and sent to the speaker 21.

In addition, a timepiece 23 and a vehicle speed sensor 25 are connected to the navigation ECU 3. The current time is input from the timepiece 23, and vehicle speed data is input from the vehicle speed sensor 25.

Next, the drive control unit 30 will be described.
The drive control unit 30 includes an engine ECU 32 and a transmission EC.
U34. The engine ECU 32 controls the engine output by operating the electronic throttle 36. In addition, the engine ECU 32 also controls ignition timing and the like. The transmission ECU 34 controls the automatic transmission 38 to perform a shift change or the like. The drive control unit 30 receives a control command from the navigation ECU 3. As will be described later, the schedule control unit 5 of the navigation ECU 3 determines a vehicle speed target value (target vehicle speed), and determines an appropriate throttle opening and a gear position to achieve the vehicle speed target value. A control command including the throttle opening and the shift speed is input to the drive control unit 30. In drive control unit 30, engine ECU 32 controls transmission ECU 34 according to the input throttle opening. Further, the transmission ECU 34 controls the automatic transmission 38 according to the input shift speed. As a result, the target vehicle speed set by the navigation ECU 3 is achieved.

Next, the operation of the vehicle traveling control device will be described with reference to the flowchart of FIG. First, the user connects the information output terminal 15 to the communication circuit 13 of the in-vehicle navigation device 1 at the departure point. According to the user's instruction, the information output terminal 15 sends the navigation ECU 3
(1) departure point, (2) departure time, (3) arrival point,
(4) Schedule information including the desired arrival time is input (S10).

The navigation ECU 3 sets the arrival point as a destination for route guidance, and searches for and sets an optimal route to the destination (S12). Map data is read from the map data storage unit 9 and a route is searched for by a normal method such as the Dijkstra method. At this time, a route (a route that does not arrive too early or too late) that can reach the destination at a time as desired as possible is searched for using a travel time calculation method. Therefore, the route is set so that the time obtained by subtracting the departure time from the desired arrival time substantially coincides with the travel time from the departure point to the destination. For example, if the time between the departure time and the desired arrival time is short, the highway is selected in preference to the general road. On the other hand, if the time between the departure time and the desired arrival time is long, a route mainly passing through a general road is set. It is assumed that the schedule information is appropriately created in the information output terminal 15 so that the time between the departure time and the desired arrival time is too short to set a route.

When the route is set, the user starts running the vehicle (S14). At the start of traveling, the schedule control unit 5 sets the normal mode. In the normal mode, the schedule control unit 5 does not output a control command to the drive control unit 30. Therefore, the drive control unit 30 performs normal control according to the driver's operation (accelerator operation, brake operation, shift lever operation).

The processing after S16 is repeatedly executed each time a predetermined progress judgment timing comes. The progress determination timing is when the vehicle stops on a general road to wait for a traffic light. The progress determination timing is when the vehicle stops on a service area or a parking area on an expressway. In addition to these, even when the vehicle continues to travel, the progress determination timing is set at predetermined time intervals.

In S16, the schedule controller 5 of the navigation ECU 3 reads the current time from the clock 23. Further, the schedule control unit 5 reads the coordinates of the current position calculated based on the output of the GPS device 7 (S1).
8) Further, the average vehicle speed is read (S20). The average vehicle speed is an average value of vehicle speeds at a predetermined time in the past, and the navigation EC is based on vehicle speed data obtained from the vehicle speed sensor 25.
It is calculated in U3. Further, the schedule control unit 5
Reads the latest traffic information received by the receiver 11 (S22).

Next, in S24, S26 and S28, the schedule control unit 5 determines the progress status of the moving schedule. The schedule control unit 5 calculates a travel time from the current position to the destination based on the input information in S16 to S22, and calculates an estimated arrival time at the destination from the current time and the travel time (S24). Necessary map data is read from the map data storage unit 9, and the travel time is calculated by a known method using the map data. The use of traffic congestion information and the like indicated in the traffic information enhances the accuracy of travel time calculation. In addition, the actual moving pace can be determined from the average vehicle speed, and by using this moving pace, the accuracy of estimating the travel time can be improved. For example, the travel time is calculated on the assumption that the currently traveling road continues to travel at the above average vehicle speed. Further, it is also possible to predict a traveling speed on a road to be traveled later based on the average speed, and calculate a travel time based on the prediction result.

The schedule controller 5 compares the expected arrival time with the desired arrival time (S26). If the difference between the two times (the absolute value of the difference) is equal to or less than a predetermined threshold, it is determined that the expected arrival time and the desired arrival time match. If they match, set the normal mode and return (S2
8). Next, the normal mode is maintained until the timing when the processing after S16 is performed. In the normal mode, the schedule control unit 5 does not particularly output a control command to the drive control unit 30 as described above. Note that S2
At 8, when the mode is switched from another mode, which will be described later, to the normal mode, the schedule control unit 5 displays a guidance indicating that the mode is to be switched on the display 19, and provides the same guidance as the speaker 21. Output from

If the expected arrival time does not match the desired arrival time in S28, it is determined whether the expected arrival time is earlier than the desired arrival time (S30). In the case of YES, if the vehicle runs at the same pace, the vehicle will arrive at the destination earlier than the desired arrival time. Therefore, it is better to reduce the moving speed of the vehicle. If the moving pace is to be reduced, it is preferable to control the vehicle speed to be lower to improve the fuel efficiency.
Therefore, the schedule control unit 5 sets the fuel-saving driving mode (S32). Here, when the mode is switched from the other mode to the fuel-saving operation mode, a guidance to that effect is output. The user can also reject the setting of the fuel-saving driving mode by inputting an instruction via the input device 13.

When the fuel-saving driving mode is set, the schedule control unit 5 calculates a vehicle speed target value and calculates a throttle opening (S36). The fuel efficiency of the vehicle changes according to the vehicle speed. More specifically, it can be said that the engine speed and the shift speed are determined according to the vehicle speed, and the fuel efficiency is determined by the combination of the engine speed and the shift speed. Therefore, during the setting of the fuel-saving driving mode, the target vehicle speed is set to the vehicle speed at which the fuel efficiency is highest. However, the vehicle speed at which the fuel efficiency is the highest is of course set to a value within a range in which there is no problem in consideration of the speed limit and the minimum speed of the road on which the vehicle is traveling.
Then, an appropriate throttle opening and shift speed are required to achieve the vehicle speed target value. For fuel-saving driving, it is preferable that a table indicating a vehicle speed with high fuel efficiency, a throttle opening degree and a gear position for achieving the vehicle speed is created in advance, and this table is prepared in the navigation ECU 3. . With the use of the table, an appropriate throttle opening and shift speed can be easily and quickly determined.

A control command including the throttle opening and the shift speed determined in S36 is output from the navigation ECU 3 to the drive control unit 30. In the drive control unit 30, as described above, the engine ECU 32 controls the transmission ECU 34 according to the input throttle opening. Further, the transmission ECU 34 controls the automatic transmission 38 according to the input shift speed. Thereby, the vehicle speed target value set in S36 is achieved. While the fuel-saving driving mode is set, a difference occurs between the driver's accelerator operation amount and the actual vehicle speed. For example, it is assumed that the accelerator is depressed to a speed of about 80 km / h. However, it is assumed that the fuel efficiency of the vehicle is highest at a speed of 60 km / h. In this case, the navigation ECU 3
According to the control command from the vehicle, the vehicle speed is suppressed to 60 km / h.

The vehicle speed control in the above fuel-saving driving mode (S
Step 36) is repeatedly performed continuously until the timing for determining the next time to perform the processing after S16 is reached. When the vehicle arrives at the destination, the processing in FIG. 2 ends.

On the other hand, if the expected arrival time is later than the desired arrival time in S30, the vehicle cannot travel to the destination at the desired arrival time if the vehicle travels at this pace. Therefore,
It is necessary to increase the moving pace of the vehicle, and for that purpose, it is effective to control the vehicle at a higher speed. Therefore,
The schedule control unit 5 sets the speed limit upper limit mode (S34). Here, when the mode is switched from the other mode to the speed limit upper limit mode, a guidance to that effect is output. The user can also reject the setting of the speed limit upper limit mode by inputting an instruction via the input device 17.

When the speed limit upper limit mode is set, the process also proceeds to S36, where the schedule control unit 5 calculates a vehicle speed target value and calculates a throttle opening. During the setting of the speed limit upper limit mode, the target vehicle speed is set to the maximum speed of the road on which the vehicle is traveling. The current position is obtained from the output of the GPS device 7, and the maximum speed of the road to which the current position belongs is read from the map data storage unit 9. The throttle opening and the gear position for achieving the vehicle speed target value are required. even here,
It is preferable to use a table in which the vehicle speed is associated with the throttle opening and the shift speed. The control command is output to the drive control unit 30, and the vehicle speed target value is achieved by control according to the control command. The vehicle speed control (S36) in the speed limit upper limit mode described above is also continuously and repeatedly performed until the timing of the progress determination for performing the processing of S16 and subsequent steps comes. When the vehicle arrives at the destination, the processing in FIG. 2 ends.

When the speed limit upper limit mode is set, the navigation ECU 3 searches again for the optimum route to the destination. The starting point of the searched route is the current position. In the re-search, a route that can reach the destination in the shortest time is searched. The latest traffic information is obtained using the receiver 11, and is used for route search. As a result of the re-search, if a route that can reach the destination in a shorter time is found, the set route used for route guidance is changed. Then, the changed setting path is displayed on the display 19, and the setting path change is transmitted from the speaker 21 to the user. The above-described route re-search may be executed also when the fuel-saving driving mode is set. In this case, since the arrival at the destination may be later than the current set route, a route with improved fuel efficiency is searched.

According to the flowchart of FIG. 2 described above, the vehicle travel control device operates as follows during the travel process to the destination. First, immediately after the start of driving,
Normal mode is set. Therefore, the vehicle speed control characteristic of this device is not performed. Each time a predetermined progress determination timing comes, the progress status of the travel schedule is determined by comparing the expected arrival time with the desired arrival time.
If the expected arrival time and the desired arrival time match (as described above, the absolute value of the difference between the two times is equal to or less than a predetermined threshold),
The setting of the normal mode is continued.

The moving pace to the destination is faster than expected,
When the estimated arrival time is before the desired arrival time, the fuel-saving driving mode is set. Then, fuel-efficient traveling at a reduced vehicle speed is performed. After the fuel-saving driving mode is set, it is assumed that the expected arrival time and the desired arrival time match because the moving speed of the vehicle has decreased. In this case, the normal mode is set again.

When the moving pace to the destination is slower than expected and the estimated arrival time is later than the desired arrival time,
The speed limit upper limit mode is set. Then, the traveling pace is raised by running while maintaining the upper limit speed limit.
After the speed limit upper limit mode is set, it is assumed that the expected arrival time and the desired arrival time match because the moving pace of the vehicle has been increased. In this case, the normal mode is set again.

In this way, the fuel-saving driving mode and the speed limit upper limit mode are set as needed on the way to the destination, and finally, the vehicle arrives at the destination at almost the desired time. The difference between the desired arrival time and the actual arrival time is equal to or smaller than the threshold value used for determining whether the desired arrival time matches the expected arrival time in S26 of FIG. However, exceptions are made when there are exceptional circumstances such as excessive congestion or sudden traffic restrictions.

In this embodiment, as exemplified in FIG.
Even when the driver performs the same accelerator operation, the vehicle speed has a different value according to the mode setting. The vehicle is traveling on a highway, and the vehicle speed at which the fuel efficiency of the vehicle is highest is 6 per hour.
It is assumed that the speed limit of the highway is 100 km / h. When the vehicle stops in the service area (progress determination timing), the processing in FIG. 2 is performed. When exiting the service area, the driver would normally drive at 80 kph
It is assumed that the accelerator has been depressed to the point where m appears. FIG.
As shown in (1), when the normal mode is set in the service area, the vehicle speed is set to 8 per hour according to the accelerator operation.
0 km. (2) When the fuel-saving driving mode is set, the vehicle speed increases only up to 60 km / h,
After reaching m, the vehicle speed is maintained. (3) When the speed limit upper limit mode is set, the vehicle speed exceeds 80 km / h and rises to 100 km / h, and this speed is maintained at 100 km / h. In any mode, if the driver performs a deceleration operation,
The vehicle speed is reduced according to the operation. In any mode, the shift speed is the fourth speed as shown. Regarding the upper limit speed limit mode and the fuel-saving driving mode, the control command input to the drive control unit 30 indicates the vehicle speed and the shift speed.

The preferred embodiment of the present invention has been described above. According to the present embodiment, the expected arrival time is calculated, and the progress of the movement plan is determined by comparing the expected arrival time with the desired arrival time. The moving pace is adjusted by vehicle speed control according to the mode set based on the determination result. This allows the vehicle to arrive at the destination at substantially the desired time. In particular, when it is determined that the progress is fast, the energy efficiency can be improved by setting the fuel-saving driving mode and suppressing the vehicle speed.

In the present embodiment, the schedule control unit 5 is provided integrally with the navigation ECU 3. The schedule control unit 5 includes a navigation EC
It may be provided separately from U3.

In this embodiment, the navigation E
A control command indicating the throttle opening and the shift speed is sent from the CU 3 to the drive control unit 30. The drive control unit 30 includes:
The throttle opening and the gear position indicated by the control command may be further changed by internal processing. Alternatively, the navigation ECU 3 may send a vehicle speed target value to the drive control unit 30, and the drive control unit 30 may determine various control parameters such as a throttle opening and a gear position based on the vehicle speed target value.

Further, as a modification of the present embodiment, the transmission ECU 34 may control the automatic transmission 38 more positively. For example, by causing the automatic transmission 38 to perform a downshift and apply an engine brake, the moving pace of the vehicle can be reduced. A shift map that determines the speed at which a shift change is performed during acceleration may be changed so that acceleration is performed quickly. This corresponds to a so-called sports running mode. Thereby, the moving pace of the vehicle can be increased. In particular, on an uphill or downhill, control of the transmission produces a great effect. Thus, the present invention can be applied to various control devices other than the motor output control. Various control target values are employed and various control parameters are employed according to the control content. As described above, the control parameters may relate to the proper use of the engine and the motor of the hybrid vehicle. However, it goes without saying that the control device, the control target value, and the control parameter must be able to change the moving pace of the vehicle.

It is also preferable to apply the present invention to an automatic traveling control device (so-called auto cruise device).
The automatic travel control device is a device that does not require a driver's driving operation. The prime mover and the transmission are automatically controlled without the driver operating the accelerator or the brake. During automatic traveling, the vehicle speed control by the drive control unit 30 is performed even when the normal mode is set in FIG. For example, the drive control unit 30 achieves a target vehicle speed input from input means (not shown). When the fuel-saving driving mode or the speed limit upper limit mode is set, the control according to the control command sent from the navigation ECU 3 is performed. Further, if the driver is provided with a display or voice output function capable of outputting various warning messages, the driver can be informed how to set the target vehicle speed.

[Brief description of the drawings]

FIG. 1 is a block diagram illustrating an overall configuration of an embodiment of the present invention.

FIG. 2 is a flowchart showing an operation of the vehicle travel control device of FIG.

FIG. 3 is a diagram showing a difference in vehicle speed when the vehicle travels according to each traveling mode set by the apparatus of FIG.

[Explanation of symbols]

1. In-vehicle navigation device, 3 navigation EC
U, 5 schedule control unit, 7 GPS device, 9 map data storage unit, 13 communication circuit, 15 information output terminal, 23 clock, 25 vehicle speed sensor, 30 drive control unit, 32 engine ECU, 34 transmission ECU, 36
Electronic throttle, 38 automatic transmission.

Claims (8)

[Claims] 1. A plan setting means for setting a destination of a vehicle traveling and a movement plan to the destination, a current position detection means, a current time detection means, and a progress of the movement plan based on a current position and a current time. Progress determination means for determining the situation; and travel control means for controlling the vehicle travel based on the determination result of the progress state, thereby adjusting a movement pace at which the vehicle approaches the destination and achieving the movement plan. A vehicle travel control device characterized by the above-mentioned. 2. The apparatus according to claim 1, wherein the travel control means determines a target vehicle speed based on a determination result of a progress situation, and adjusts a moving pace by controlling at least an output of the prime mover according to the target vehicle speed. A vehicle travel control device characterized by: 3. The apparatus according to claim 2, wherein the traveling control unit determines a vehicle speed at which the energy efficiency of the prime mover is highest when the progress determination unit determines that the progress is faster than the travel plan. A vehicle traveling control device characterized by setting a target vehicle speed. 4. The apparatus according to claim 1, further comprising a communication circuit for receiving data transmitted from a computer terminal, wherein the destination and the travel plan are obtained from the computer terminal. A vehicle travel control device characterized by the above-mentioned. 5. The apparatus according to claim 1, further comprising a traffic information acquisition unit that acquires traffic information on a route to a destination, wherein the progress determination unit refers to the traffic information. A vehicle travel control device for determining the progress status by using the control unit. 6. A vehicle, comprising: a plan setting means for setting a destination of a vehicle traveling and a desired time of arrival at the destination; a current position detecting means; and a current time detecting means. Based on the location and the current time, the vehicle arrives at the destination at the desired time of arrival,
A vehicle travel control device that determines a control parameter related to a moving pace at which a vehicle approaches a destination, and controls vehicle travel according to the determined control parameter. 7. The apparatus according to claim 6, further comprising a communication circuit for receiving data transmitted from a computer terminal, wherein the destination and the desired arrival time are obtained from the computer terminal. Vehicle travel control device. 8. The apparatus according to claim 6, further comprising traffic information acquisition means for acquiring traffic information on a route to a destination, wherein the control parameter is determined by referring to traffic information. A vehicle travel control device characterized by: